Gear-changing apparatus



Aug. 30, 1927.

- 1,640,808 R. M. RUCK GEAR CHANGING APPARATUS Filed Dec. 12. 1925 e Sheets-Sheet 3 Aug. 30, 1927.

R. M. RUCK GEAR CHANGING APPARATUS Filed Dec. 12, 1925 a Sheets-Sheet 4 1 7 n o 1M 1 w 0 J M O a s M .0. am m 1 W @LLWM 30 1927. Aug v R. M. RUCK GEAR CHANGING APPARATUS 6 Sheets-Sheet 5 Filed Dec. 12, 1925 ,qrrOR/IEYS Patented Aug. 30, 1927.

uaurso S'lATES masts rarsu'r orries.

RICHARD MATTEEVJS BUCK, OFLONDON, ENGLAND.

GEAR-CHANGING AlPARATUS.

Application filed December 12,1925, Serial No. 74,939, and in Great Britain December 12,1924.

This invention relates to inanually-controllable, autoinatically-acting, poweropcrated, step-by-step geanehanging apparatus of tie general type referred to in the specification of my previous British Letters Patent No. 187,317, and it has torits primary object to provide a greatly simplified construction more especially as regards the parts concerned in the manual control and in the connection between the main slide of the auton'iatically-acting portion of the apparatus and what may be termed the displaceable element.(e. clutch-member, slidable pinion, or the like) of each transmission train or group comprised in the gear-changing apparatus.

By the present invention, the use of a gate in combination with the gear-changing hand-lever of an automobile vehicle is dispensed with, and all changes of gear are brought about as the result solely of simple longitudinal movements oit the main slide which, when operated automatically, is act-uated by power as before stcp-by-step in one direction or the other on manual initiation of any step in a change of gear and, when operated manually, is actuated by a. handlever or equivalent device the position of which relatively to its total travel (whether produced automatically or manually) may it desired serve to indicate the condition of the gear for the time being.

For the purpose of the present invention the main slide is termed as before with notches in two series for engagement by the respective pawl-levers each of which is splined upon. and movable lengthwise of a separate rocking-shaft, the one in the one direction or the other in the opposite direction alternatively, when such pawllever is engaged with the corresponding main cam under the control of the locking and timing mechanism, so that, according as the one or the other timing-lever is released by its locking-lever under selective manual control, themain slide will be caused to travel lengthwise in the one or the other direction to the extent of one step for each complete revolution of the continuously-running mainor cam-shaft of the automatic portion ofthe apparatus. any such step, when once initiated. being automatically carried to completion and the main slide being thereupon locked in the position to which it has been brought, whilst at the same time the pawllever which has been employed is, with all other moving parts, returned automatically to normal position.

Also, for the purpose of the present invention, the number of notches of each series, in the main slide, corresponds with the total number of steps required for effecting changes of gear automatically, upward or downward as the case may be, including the steps into and out of the neutral position which intervenes between any two gear-positions; this arrangement being similar to that set forth in the specifications of U. S. Letters Patent Nos. 1,389,347 and 1,355,510. According to the present invention, the position, lengthwise of its own axis, of the before-mentioned displacement element (clutch-member, slidable pinion, or the like) of: each transmission train or group com-- prised in the gear-changing apparatus is controlled by the main slide through the medium of cam-mechanism in accordance with the position of the main slide lengthwise of its own total travel; so that whether the main slide be for the moment actuated automatically or manually, its occupancy of any one of the series of its possible del nite positions will result'in the production of one, and only one, of the series of possible definite conditions of the change-speed gearmg. I

The cam-mechanism just mentioned may comprise a cam-member movable to-and-tro as onewith the main slide and grooved or slotted to engage, in the case of each displaceable element asabove mentioned, a camstud or the like coupled (as by a selectorbar) to said displaceable element and movable tansversely of the path of the cammember; the groove or slot with which particular cam-stud engages extending parallel to the direction o'imovement oi the cam-member throughout such portion or portions of its length as may correspond,

when in operative position, with the interval during which said displaceable element remains stationary concurrently with a movement of transference then being imparted to any ot ierdisplaceable element, but the groove or slot being oblique to said direction, towards the appropriate side and to the requisite extent, at such portion or portions of. its length as correspond, when in operative position, with a movement of the first-mentioned displaceable element from one definite position to the next. The connection between the cam-stud and the displaceable ion gr elastic so as to avoid positive obstruction to the automatic action of the apparatus, or

ury to the teeth of a dog-clutch or shitting pinion (constituting the clisplaceable element of the transmission train) in the event of failure of such teeth to engage at the moment of entry into a fresh gear.

Means may also be provided for causing urinual actuation of the main slide to bring about, (first, the automatic unlocking of said slide. Means may further be provided whereby the movement of the main slide in effecting a step in a change of gear, when such change is automatically producec, is caused to restore to normal position, by positive action, the hand-lever by which said step was initiated, thus notifying the driver of the completion of the step.

In the accompanying drawings, Figures 1 to inclusive illustrate one term of the invention as adapted for use in connection with the variable speed gear of an automobile vehicle, while Figures 15 to 18 inclusive illustrate a modification.

, Figure l a sectional side elevation of the apparatus; Figure 2 is a plan view, the parts overlying the casing being removed; Figure 3 a partial plan view, showing only the position, relative to the main cams, of the notches in the main slide; Figures land 5 are respectively a rear and a front elevation; l igure (3 is a cross section, showing only the relation between the main cams, the pawllevers, and the main slide; Figure 7 is a sec tional rear elevation, showing only the means for automatically unlocking-the main slide;

Figure Sis a plan view ot the cam-plate; Figure 9 ri: an edge view of the same, in

vd; Figure 10 is an inverted sectional view ot the ma' 1 slide; Figure 11 is a "paratus, viewed oppositely to Figure ire 12 1S a side elevation of the means dlecting manual control; Figure 13 is a and Figure 14- is an elementary or diagrammatic general plan view of the apparatus, showing its relation to the engine, the gearbox, and the differential, but omitting various arts for the sake of clearness. i

rigures and 16 are plan views of part of the apparatus, these views (wnich are otherwise similar) being taken respectively at a higher and a lower level of Figure L, which is a rear e evation, partly in section, of a modified arrangement of devices for, alternatively, .ianually initiating each step in an automatically-produced change of gear, and manually changing gear, without the use of the automatic portion of the apparatus.

Figure 18 shows a detail, drawn to a larger scale.

The arrow marked a1, wherever it appears,

cudinal section oi the elastic coupling interposed in the length of a selectonbar;

indicates the forward direction or running of the vehicle.

Referring first to Figures 1 to i l, the camshaft 21 ot the automatic gear-changing apparatus, extends, as before, horizontally through, and is journalled in ball-bearings 9.2, at the front and rear ends of a casing which adapted to be secured by bracls ets 25, 26 to the chassis of the vehicle; the shaft 21 receiving motion continuously from the engine-shaft 27 through an end less sprocket-chain 28 whicl'i passes around Sprocket-wheels 29 and 30 on the shafts 2? and 21 respectively. Vertically above and parallel with the cam-shaft 21, th main slide 31 is fitted to rec-i1 .ocate longitudinally in guides in the casing 24, such movei'nents oi the slide 81 being effected either on the one hanc. automatically, stepby-step and in the required direction the result of the action of one or other 01" a pair oit oppositelyacting but similar and angularly coincident taco-cams 32, 33 (hereinafter termed the main cams) tast on the shaft 21. within and towards the opposite ends or the casing 24, or on the other hand manually (as will be described hereinafter) in the eventot the automatic portion of the apparatus not being brought into play.

For the purpose of etliecting the automatic stepby-step movements of the main slide 31 in one or the other direction alternatively,

a pair of rocking-shafts, 34., which. extend through the casing 53% above and on either side symmetrically ot the cam-shalt 91, are fitted to turn through a small angle in bear ings in the ends 01' the casing; rocking-shafts 34C, 35 having splined upon them the hubs of a pair of pawl-levers 36, 37 both of which are normally out of operation but either of which alternatively is rapable 0t being-brought, by angular movement of the rocking-shaft 84 or 35, into position both to engage the main slide 3]. and also to beacted upon by the corresponding main cam 32 or 38, so as not only to be displaeedby said cam to the extent ot'one step lengthwise of its rocking-shaft 34 or in the direction corresponding to the incline tion of the cam, but also to communicate such movement to the main slide 81 in the same direction. Each pawl-lever 36 or 37 is normally retained in position against the end of the casing 24 adjacent to 'ts own main cam 32 or 38, by means of a thrust-spring 38 or 39 coiled about the corresponding rocking-shaft 3% or 35; whilst both rockingshatts constantly tend to assume their oper- 'atlve angular position under'the stress oi a an antifriction roller 44 or L5 adapted, when the lever isdepressed into operative posi.

the respective lli tion, to co-operate with the corresponding main cam 52 or 83, whilst the upper end &6 or 47 ot the lever is adapted to enter simultaneously a notch of the corresponding one of two series of notches 48, 49 formed respectively on the adjacent lower corners of the main slide 31. The length 01'' each notch is made sutlicient to allow, us at 1 3 (Figure an amount of lostmotion between the pawl-lever and main slide sufiicient to afford time for the automatic disengagement of the driving-clutch (not shown) by means hereinai'ter described, before the main slide begins to be moved. i

The rocking shaits 3e, 35 are normally retained in their inoperative angular position by means of a pair of locking levers 50, 51 tulcrumed at 52, outside the casing 2) beyond and beneath the rear bearing 23 of the cam-shatt 21 (see Figure a) the lower arms of these locking-levers being forced a'iart by a thrust-spring 54, adjustable at 55, so as to cause ribs 56, 57 on the levers to engage notches on the hubs ot a pair 01' tiiningdevers 58, 59 which are fast on the adjacent ends of the respective rockingshaits. The timing-levers, 58, 59 extend from their respective rocitingshafts towards one another in parallel planes and carry, on norm-ally-coincident axes vertically above and parallel with'the axis of the cam-shaft 2i, antitriction rollers 60, 61 each lot which is adapted, when the corresponding timinglever 58 or 59 is released by its locking-lever 50, or 51, to descend under the action of the spring 42. This spring 4-2, when thus per mitted to act, causes the rocking-shaft 34 or 35 to turn so as, on the one hand, to bring the pawl-lever 36 or 37 into engagement both with a notch of the series 48' or L9 in the main slide 31 and also with the main cam or 33, and on the other hand to bring the roller or 61 into contact with the edge of a locking-cam 62 or 63 where by, at the proper moment, that timing-lever 58 or 59 which has been depressed is raised again to normal position so as to restore to its normal or inoperative angular position the particular rocking-shaft or 35 which has been allowed to turn, and thus to reset all the enacting parts in normal position.

T he locking-cams 62, 63, which are simiand angularly coincident, are fast sidedo on the cam-shaft 21 outside the rear 3, and between them there is also upon the same shaft :1 timing-cam 6 F consisting ot a disc from the opposite faces oi which, throughout rather less than one half the circumference, project-a pair, of and angular y coincident a-rcuate tiini ig-danges 6i, of he timing levers 58, 59 which are adjacentto the-timing-cam, project studs 66, 67 each of which, so long as its timing-lever occupies its normal or inoperative angular. po-

path ot the timing-flange From those faces sition, remains outside the path of the cor responding timing-flange 6% or 65, but which, when said timing-lever comes into operative position, is presented inside the The angular interval during which the timing-flanges 64, are passing the studs 66, 67 coincides substantially with that portion of a revolution of the cam-shaft 21' wherein a niaincain or 33 can shift a pawl-lever 36 or 37 lengthwise of its rocking-shaft 3a or 35, and can therefore move the main slide 31 to the extent of one step in one direction or the other, and during such interval the individual timing-flanges 64;, 65 so co-operate with the respective studs 66, 67 as either on the one hand to prevent the timing-levers 58, 59 from leaving their inoperative position, or on the other hand to prevent whichever of said timing-levers (it either) has been brought to operative position, from being accidentally withdrawn therefrom.

The release otthe respective timing-levers 58, 59 (only one of which can be brought into operation at a time) is effected through the medium of a horizontal releasing-link 68 (Figure i) extending transversely of the locking-levers 50, 51 and having the equivalent ot a pin-and-slot engagement with the respective locking-levers. In the example illustrated, the linlr 68 passes through and is doubl i shouldered at 69 to engage projections 70, 71 on the respective lockinglevers, and is also shouldered at 72, 73-to engage said projections from the opposite directionsrespectively: the arrangement be ing such that, according as the link 68 is moved from its normal position longitudinally in one direction or the other, that lockingdever 50 or 51 against which the shoulder 69 is thus caused to bear will be disengaged from the hub of the corresponding timinglever 58 or 59, whilst the other locking-lever 51 or 50 will be prevented positively from becoming disengaged from the hub of the corresponding timing-lever 59 or 58. v I I The. releasing-link 68 is adapted to be moved in one direction or the other at will, for which purpose it is attached at one end to one arm 7% of bell-crank lever fulcrumed at 75 and hai other arm 76 coupled by rod 77 to a small hand-lever 78 mounted in convenient proximity to the drivers steering w reel 79. In the example illustrated; the hand-lover 78 is fulcrumed at to the steering-pillar immediately beneath the vheel 79 (see Figure 12); the rod Y7 passing upwards through ahole in the floor of the vehicle and being normally retained by elastic pressure in that longi' tudinal position which corresponds with the mid or normal position of the releasing linh 68, for wiich purpose pair of balanced springs 82, 83, mounted in compression between collars 8 1, on the rod 77, take their abutment against the opposite surfaces of the floor 86. The hand lever 78'is moved upward or downward according as it is required to pert rm a step upward or down ward in the operation of changing gear automatically.

In the example illustrated, the displaceable elements of the transmission train in the gear box are assumed to be two in number, and the number of gear-ratios to be four in addition to reversal; Nos. I and II gears, as well as reversal, being dependent upon the position of the one displaceable element, whilst Nos. 111 and 1V gears are dependent upon the position of the other displaceable element. it .is also assumed that, in the example, no provision is made for reversal by means of the aiiitomaticportion of the gear-changing apparatus; reversal being effected only by hand, although it might equally well be brought about by the automatic portion 01 the apparatus, as will appear hereinafter.

In Figure 14:, 87 represents the gear-box, and 88, 89 the two selector-bars through which the respective displaceable elements (understood to be slidable pinions, not shown) are controlled. The selector-bars are attached by their forward end each to one arm 90 or 91 ot a bell-crank lever lulcrumed at 92 or 93, the other arm or or 95 oil this lever carrying a pin 96 or 97 which e ages in a cam-slot 98 or 99 formed in a cam-plate 100 fixed to the main slide 31 (see Figure 8) the arrangement being such that, wnether the main slide be actuated automatically or manually, its occupancy of any one oi its possible definite positions will have for eti'ect to produce one, and only one, of the possible definite conditions of the transmission train within the gearbox. For this purpose the cam-slots and 99 extend side-by-side, in the general direction of the movement of the main slide 31., each both forward and rearward from what may be regarded as a common middlepoint 101 corresponding with the neutral position between No. II and No. 111 gears. The respective slots 98 and 99 are reversely disposed with reference to one another so that a straight portion of the one slot e2;- tends, parallel to the path oi the main slide 81, alongside 0'1 the oblique portions of the other slot; the arrangement being such that whi st on the one hand the slot 98 allords mans for producing these movements oi the lever 90, and selector-bar 88 which required for etlecting the changes incidental to the passage, step-by-step, from rci'c' e, through neutral, No. l gear, neutral, No. ll to neutral at the middle-point 101, on the other hand the slot 99 afiords means for producing those movements of the lever 91, 95 and selector-bar 89 which are required for eliecting the remaining changes incidental to the passage, step by step, from the last-mentioned neutral 1. e. point 101), through 7 No. III gear, and 11611-- tral, touh 0. IV gear. It will of course be understood that when either of the camslots 98 or 99 is in position to cause its ob lique portion to move the co-acting lever 90 or 94, or 91, 95, the. straight portion of the other cam-slot 99 or 98 isin position tov hold the other lever 94 or 90 against movement.

The production of the entire series of changes of gear in succession in either order, involves eight steps of movement of the main slide 31 in the corresponding direction; but inasmuch as the two changes from No. I gear, through neutral, to reverse (and conversely) are assumed to be ellected only llll termined by means ot a stationary springpressed plunger 102 (Figure 5) adapted to engage, at the respective positions, with one or another of a series of nine rounded depressions103 in the upper surface of the cam-plate; the utility of this spring-jumper beingspeeially. apparent when the changes of gear are being effected by hand. in order, however, to ensure against the main slide 31 becoming displaced from any ofits definite positions in consequence of shock 'or 'arrino )rovision is made substantiall in the manner set forth in the specification of U. S. Letters Patent li o/1,355,510) for automatically locking, by positive means, the main slide on its reaching each of'its definite positions, for automatically unlockinc; the slide just prior to the automatic.

performance of a step of movement in either direction, and also for automatically unlocking the slide gust prior to the manual production of a step of movement. lnthe present example this locking device is arranged as follows:

A locking-pin 104: (Figures 1 and 7), vertically movable (without turning) in a guide in the end of the casing as between therear bearing 23 and the nearest locking-cam 62, is pressed upward by a spring 105 so as to tend to engage in any of a series of holes 106 provided upon the underside of the main slide 31 and corresponding in number and distance apart with the series of possible definite positions of the slide (see Flgure hit 10). An arm 107 projecting rearwardfrom v the locking-pin 104 is adapted to be engaged and depressed, so as to withdraw the pin. 10 1 from whichever of the holes 106 it has entered, by means which operate automati cally whene er either of the timing-levers 5S, 59'comes into operative position, and also whenever the main slide 31 is to be moved by hand; the manual actuation of the main slide being effected by a so-cailed reversinglever 108 (Figure 12) fulcrumed at 109 and coupled to the rear end of the slide 31 by a linl: 110. The timing-lever 58 carries a projection 111 adapted to engage from above with the arm 104:, which is also adapted be similarly engaged by an arm 112 angularly movable as one with the other timinglever 58, so that depression of either timinglever (on the initiation of a step in the automaticproduction of a change of gear) will have, as its primary result, the unlocking of the main slide 31. 'Moreover, a finger-lever 113, pivoted to the handle of the reversinglever 108, is coupled through a rod 11-4-1 to one arm of an unlocking-lever 115 fulcrumed at 116, the other arm of this lever being adapted so to engage from above with the arm 104: that, on the reversing lever 108 being grasped in order to move the main slide 31 independently of the automatic portion of the apparatus, the levers 113 and 115 will be actuated, in opposition to a spring 117, to cause withdrawal of the locking-pin 104.

It will be understood that the automatic portion of the apparatus is normally out of action, to which inoperative condition it is automatically returned (after a step in a change of gear has been carried out) on the completion of that revolution of thecamshaft 21 during which such step has taken place. It will also be understood that each step of movement performed by the automatic mechanism is complete in itself; a change of gear from neutral e. no gear)- to any one of the speeds for which provision is made, or vice versa, being performed in one step, corresponding to one revolution of the cam-shaft 21. 'Hence, as a complete change of gear from one speed to the next, upward or downward, always involves the necessity of passing through neutral gear, such complete change of gear requires two steps of movement, equivalent to two revo lutions of the cam-shaft. The performance, by the automatic portion of the mechanism, of such two steps in immediate sequence without interruption can, however, be ensured by the driver maintaining his pressure, upward or downward, upon the small handlever 78 during the very brief interval which eiapses from the moment when he initiates the first step until the second step has been carried to completion. The period of time thus Occupied is so short that the driver may step of change to be performed.

occasionally, through inadvertence, maintain h s pressureupon the lever 7 8 toolong, thus in some'cases causing the main slide 31' and cam-plate 100 to overshoot the required point intheir travel and, it may be, throwmg the gearing into neutral position before the mistake is noticed. In order to prevent, as far as possible, th

occurrence of such an error through inadvertence means are provided whereby the movement of the main slide in effecting a step in a change of gear, when automatically produced, is caused to restore the hand-lever 78 to normal position, thus also giving the driver warning that the moment has arrived for him to release hispressure on the handleverunless he actually wishes a further For this purpose the'fulcrum of the bell-crank lever 74, 76, through which the releasinglinl: 68 is operated, isconstituted by a shaft extending alongside of and at the same level as the cam-plate in bearings 118 (see Figurell), the shaft 75 having fast upon it an arm 119 which is presented towards the adjacent edge of the cam-plate; whilst the extremity of this arm 119 has a notch 120 whereof the upper or lower side (as the case may require) is adapted to be encountered at the proper moment by one or another of a series of cam-studs arranged in two pairs, upper and lower, 121, 122 and 123, 121-, which project from the edge of the camplate at four points corresponding respec-' tively with the approach of the cam-plate to the positions giving certain of the gears. By this means, as the cam-plate 100, during a step in a change of gear, moves relatively to the arm 119, the latter is forced downward or upward as the case may require, by the action of that cam-stud which corresponds with the particular condition of the speed-gearing which such step will serve to bring about, and consequently the operation of the automatic pcrtio-n of the mechanism will be arrested unless the driver continues purposely to maintain pressure on the hand-lever 7 8 The reason why in the ex ample illustrated, only two pairs of camstuds 121 12 1- are provided is, that automatic restorationof the handlever 7S and releasing-link 68 to normal position is chiefly important, on-the one hand, during downward changes of gear from neutralto No. III gear, and from neutral to No. II gear' (the automatic gear-changing action ceasing of its own a cord, in the example illustrated, on the completion of a downward change from neutral to No. 1 gear); and on the other hand, during upward changes of gear from neutral to No. II gear, and fromneutral to No. 111 gear (it being impossible, in the example illustrated, to overshoot N 0. IV gear by an upward movcmerit).

lilll levers 36, 3? andthe notches 4L8, l9 in the main slide 31, atlords time for the automatic disengagement of the driving-clutch before the main slide commences any s ep out its automatic movement, The s me l motion intervalalso allows ample time tor the unlocking of the main slide; but will be evident that, when the main slide begins to move, the particular displaceable element of the transmission train within the gearbox 87, to which the slide 31 then imparts an axial sliding movement may be unable, through momentary failure in registration of gear-teeth with tooth-ii'ltervals, to enter into driving engagement with the co-acting element of the train of gearing. in order to meet this well-known ditliculty, each lector-bar 38 and 89 is made in two sect united by an elastic puslrandpull coupling as shown in Figure 13 the coup ing comprising a head 125 on the end of the one section, fitted to slide in a cylindrical socket 126 on the adjacent end ot the other section, and a pair of buil er-springs 127, confined between the head 125 and the closed ends of the socket 126. This elstic coupling serves also to relieve the drivers hand oi shock when changing gear manually by means ot' the reversing-lever 10S.

Inasmuch as the eversing-lever 103 (Figure 12), being peri anently coupled by the link 110 to the main slide 31, participates in all the to-and-t'ro movements of the latter, the angular position of this lever 103 will always serve as an ind'cation oit'the particular gear-then in action, or of the particular neutral position then occupied. It may therefore be convenient in some cases to provide, alongside the lever 108, quadrant (not shown) graduated to denote the possible definite positions out the change speed gearing.

- The mea. s illustrated whereby the drivin,'-clutch (not shown) is automatically thrown out of action before the main slide 31 begins to move so as to effect a step in a change of gear, and allowed to return into action on the conclusion of such step,

are substanially as described in the specificationot British Letters Patent No. 187,- 317. That is to say, the hubs of the pawllevers 36, 3'? are prolonged as sleeves 128, 129 (Figure 2) which, encircling the rocking-shafts 34, 35, extend through the bearings of these shafts at the front end of the casing 2 1, beyond which the sleeves project and terminate in collars 130, 131 which hear, from opposite directions respectively, against forks 132, 133 on the arms of a. (shaped lever 134 (Figure 5) "fasten the upper end of a vertical spindle 135 titted to turn through a small angle in a bearing 136 on the end or" the casing. lVhichever oi heeceos the pawl-leversBG or 37 is caused to slide lengthwise of its rocking-shaft- 3 1 or 35 the forked arm 132 or 133 of the lever 13 1 will cause the spindle 135 to turn always in the same direction. Fast on the lower end of the spindle 135 is a crank 137' to which is attached a link (not shown) so connected with the displaceable member of the driving-clutch that, each time a pawl-lever 36 or 37 begins its sliding movement under the action of the main cam 32 or 33, the drivingclutch will be disengaged before the pawllever, on completing the lostmotion inter val 13 in that notch 01 the main slide with which it is engaged, begins to impart moven'ient to the mainslide and thusshitts the displaceable member of the transmi'ssion train. When the pawl-lever 36 or 37 is rcstored to its normal angular position on the completion of the step in a change of gear, the usual driving-clutch spring is set free to restore the displaceable member oi the driving-clutch to operativeposition, and in so doing turns the spindle 135 back to normal position, thus assisting the spring or 39 in replacing thepawl-lever '36 or to normal posit-ion lengthwise of the roe ingshatt ea or v l'n Figure 1d, 138 denotes the engine, and 139 the casing of the differential gear on the driving axle of the vehicle.

in the modified constructionillustrated in Figures 15 to 18, the small hand-lever TS and its connection with thereleasing-link 68; the fulcrum-shaft 7 5 with its arm 119 and the cam-studs 121 12 1; the reversing-lever 108 and its connection with "the lever 1 12 furnished with a control-handle 142 movable over and normally looked (as hereinafter explained) to aquadrant 1 13 which fast on the upper end ofatubular sleeve 1 14: surrounding the spindle 1410 and resting upon a collar fasten said spindle near the lower end oi the latter; the sleeve 14% being rotatable aboutthe spindle 1 10. Between the collar M5 and the upper endot the bearing 14:1, the spindle 140 carries an other quadrant 1 16 which is normally locked to the spindle by means of a latch 147 pivotally attached'to the collar 14:5 and engaging with a notch 148 in the hub 1 19 otthe quadrant 1 16. The latch 14'? is held in entill ion

gagement with the notch 148 by a spring 150, in opposition to which the latch can at will be disengaged by means of a Bowdenwire connection 151 attached at its lower end to the latch and at its upper end to the strap 152 of an eccentricsheave 153 (Figure 18) fast on the rotatable fulcrum-pin 1.54 of a hand-lever 155 carried by a'bearing 156 near the upper end oft-he sleeve 144; the hand-lever 155, which normally hangs downward as shown in full lines in Figure 17, being capable of being raised to the position shown in dotted outline when it is desired to effect a change of gear without bringing into operation the automatic portion of the apparatus. lVhen the handlever 155 is thus raised, the rotation im parted to its fulcrum-pin 154 and to the eccentric 153 raises the latch 147 from the notch 148 and permitsof the sleeve 144 be- 7 ing turned. by means of the hand-lever 155 without imparting movement to the lower quadrant 146, notwithstanding the factthat the rotation of the sleeve 144 causes the upper quadrant 143 and with it the controlhandle 142 to turn likewise and to cause the spindle to rotate in its bearing 141. ll hen the sleeve 144 is thus turned by means of the hand-lever 155, the lower quadrant 146, which (ashereinafter explained) normally occupies the mid or neutral position indicated in Figure 16, is prevented from accidentally leaving said mid position by the action of a spring-pressed jumper 157 carried by the hub 149 of the quadrant and engaging with a depression in the upper surface oft-he bearing 141.

The hand-lever carries a laterallyprojecting pin 158 which bears against a cam-lever 159 pivoted at 160 to a brac re 160 on the sleeve 144 and serving to actuate through a Bowden-wire connection 161, the unlocking-lever 115 (which remains and operates as previously described), so that, when the hand-lever 155 is raised to enable a change of gear to be effected without the use'of the automatic portion of the appara tus, the main slide 31 will be automatically unlocked, and will become reloclred' automatically on the hand-lever 155 being allowed to drop to its normal dependent position.

The main slide 31 and the sleeve 144 are permanently coupled together so as, under all circumstances, to move together as one, any angular movement imparted to the sleeve 144 producing a corresponding linear movement of the main slide 31 and vice versa. For this purpose, in the example under consideration, the sleeve 144 has fast upon its lower end an arm 162'which is coupled by a link 163 to an arm 164 projecting laterally from one end of the main slide 31; but it willrbe evident that the connection between the main slide and the sleeve 144 mightbe effected, with equal eliiciency, in various other ways to suit particular circumstances.

The function of the lower quadrant 146 is to bring about the initiation of an automatic change of gear by moving the releasing-link 68 (previously described) in the one or the other direction according as the change is to be in the direction ofgearing-up or gearingdown as the case may be. For this purpose the releasing-link 68 is coupled, through an intermediate link or links 165, to one end of a horizontal lever 166' the other end of which is pivoted at a stationary fulcrum 167. The lever 164 carries a pin 168 which engages a cam-slot 169 in the quaorant 146, this slot having two terminal portions of different radius concentric with the quadrant-axis (i. e. the axis of the upright spindle 140) and; united by an oblique central portion as indicated in Figure 16.- The total angular length of the cam-slot 169 corresponds with the total angular movement which the quad.- rant 146 is capable of performing, and the quadrant itself, as already stated, normally occupies the mid or neutral position shown,

wherein the pin 168 lies in the oblique central portion of the cam-slot so as to maintain the releasing-link 68 in its m d or neutral position. hen, however (as hereinafter ex plained) the quadrant 146 is caused to turn ineither direction, the pin 168 is forced towards or from the quadrant-axis, thus moving the releasing-link 68 in the corresponding direction and to the requisite distance, with the result that the locking-lever 50 or '51 is released and an automatic step in a change of gear, either upwards or downwards as the case may be, is initiated. On the completion of the change, the quadrant 146 is automatically returned to its normal mid position, thus restoring the; releasinglink 68 toits normal mid position.

-The upper quadrant 143 is formed with an arcuate series of nine equidistant holes 170 corresponding respectively with the several successive gear-conditions between, and inclusive of, No. TV gear and reverse. The control-handle 142 carries a stud 1'71 which constantly tends under the action of the spring-lever 142* to engage from beneath with one or another ofthe' holes 170, the release of the stud from any of the holes being effected by depressing the lever in opposition to the spring. rill the automatically-performed changes of gear are initiated by a movement of the control-handle 142 in one direction or the other over the quadrant 143, each successive step in a change of gear being initiated by a movement of the control-handle from one of the holes170 to thenext, so'that, as long as tae automatic portion of the apparatus is in use, the condition of the gearing for the time being is always indicated by the position of the control-handle 142 relatively'to i die. thus moving; thereleasingdinl: 68 in one direction or the other so as to'initiate an automatic change oft gear in the corresponding direction, upward or downward. The consc pient movement of the main slide 31 t in V through the linlc loo and arm 162, a .ing movement to he sleeve ti l, the

J g'cment being' such that this movement of the sleeve is alwavs in the direction opposite to that just on to the control-ham dle 14 .2, so that the upper quadrant 1&3, moving: as one with the sleeve i l/l, is automat .liy caused to restore the control handle i l l2 to its normal mid position in coni said handle becomin engaged quadrant 143 on reachin lresh l ence, whatever gear may for tie time being he OQtWliiOn, and whatever the position to which the main slide 31 and upper quadrant may have been brought in producing sucn gear-condition, the control-l andle and the lower quai ran" 146 are always, on the completion of a step in a change of gear, found in their normal or mid p sition.

In order to prevent the .control-lrmdl'e ein being-g inadvertent y moved to such position on the upper quadrant 1&3 would bring about reversal, that terminal hole 170 of the series 170 which corresponds with reverse gear may, as indicated in Figure 15, be normally covered by a i. 1T2 hinged to the quadrant so to ruct the movement of the control-hanu 14-2 to its reverse positionuntilthe 112 has been turned back out of the way. "ll mal obstructive position under the action or a spring; not shown).

- I claim: 7

l. .TllG combination with an automatic gear-shifting apparatus, oil a control handle therefor, said handle being, displaceable in "her of two directions from a normal posim to cause the gears to be shittechand cans actuated by said apparatus for restoring); said handle to its normal position.

9.111 automatic gear shitting apparatus,

ble in either of two directions from a normal position to cause said slide to be moved,

his flap 1'. :f/ tend to assume its nora slide, power driven mechanism for moving said slide, a control handle for said mechanism, said handle being displaceahle in either oi? two directions from an inoperative position, means actuated by the movement of said slide for restoring said handle to inoperative position, and manually"operable means for moving said slide.

4. In automatic gear-shitting apparatus, a

slide, power-driven mechanisnii for moving said slide, said mechanism being normally inoperative, and manually operable means for moving said slide, said means comprising a rotatable sleeve, and connections be either of two directions from an inoper ative position, aquadrant having normal engagement with said handle, means actuated by .movement or said slide for moving; said quadrant and .J'aidhandle, and manually op]- eraole means for moving said slide.

6. An automatic gear-shiiting apparatus comprisine' a main slide provided with two cam elements, newer-driven means for actuating saic sl de in a 'sgep-by-step movement.

bell cranksadapted to be actuated by said aid bell cranks and the gears to be shifted,

p iailit rotatable with respect thereto, a iuadrant fixed to said sleeve, a hand-lever Xed to said shaft and having releasable enal 'ement with said quadrant, a second lever fixed to said sleeve, and connections between said slide and said sleeve whereby movemen-t of either causes acorrespondent movement of the other. V V

7. An automatic gear-shitting apparatus comprising a main slideprovid dwith t o cam elements, power-driven means for ating said slide in a step-hy-step movem hell cranks adapted to be actuated cam elements, connecting members said bell cranks and the gears to no a rotatableshaft, a sleeve mounted. on shaft and rotatable with respect thereto, 9.

vi i quadrant fixed to said sleeve, a hand-lever.

fixed to said shaft and having releasable engagement withsaidquadrant, a seconi. lever fixed to said sleeve, connections betweel said slide and said sleeve whereby movement of either causes a correspondent move ment of'the other, and means operable by said hand-lever for controlling the operation of said powerclriven means. v

8. In automatic gear-shitting" apparatus, a slide provided with a pair,of cam elements, bell-cranks adapted to be selectively cam elements connccting members between rotatable shaft, a sleeve'mounted on said ill.

rotated by said cam elements, a yielding connection between said bell-cranks and the gears to be shifted, and power-driven means for moving said slide to shift the gears.

9. In automatic gear-shifting apparatus, a slide provided with a pair of cam elements and With a series of transverse notches, bell-cranks engaging said cam elements and adapted to be rotated thereby, a connection between said bell-cranks and the 10 gears to be shifted, and power-driven means for engaging said notches to move said slide in step-by-step manner.

RICHARD MATTHEWS RUCK. 

